Internal combustion engine



y 7, 1965 c. E. LlDDlNGTON 3,196,698

I INTERNAL COMBUSTION ENGINE 7 Filed June 5, 1962 2 Sheets-Sheet 1 FIG. 4

FIG. 1

INVENTOR CHARLES E. LIDDINGTON v A ORNEYS July 27, 1965 c. E. LIDDINGTON 3,

INTERNAL COMBUSTION ENGINE Filed June 5, 1962 2 Sheets-Sheet 2- INVENTOR. CHARLES E. LIDDINGTON ATTORNEYS United States Patent 3,196,698 ETERNAL COMBUSTION ENGINE Charles E. Liddington, 1001 Guthrie, Richland, Wash. Filed June 5, 1962, Ser. No. 200,108 3 Claims. (Cl. 74-60) This invention relates to improvements in engines generally, and more particularly to engines of the internal combustion type employing opposed pistons or two pistons reciprocating in opposite directions in an open ended cylinder.

It has long been the aim of designers of internal combustion engines to increase the power and reduce the weight and space of these engines. Increased power has heretofore been accomplished by higher speeds and increasing the number of cylinders and using higher gas pressures. To obtain lighter weight engines, available materials were stressed closer and closer to their fatigue limits and lighter-weight metals were introduced, whereever possible, such as aluminum and magnesium.

The present invention solves the problem of getting more horsepower from an engine of given weight with a different arrangement of the working parts of an engine in combination with other mechanical devices.

In the new configuration presented herein the pistons can he used more frequently per revolution of thecrank shaft and inertia forces created by their movement are balanced out against each other. Furthermore, the output shaft of this engine serves the subsidiary function of absorbing those forces developed by the ignition of the fuel, which ordinarily are not translated into useful work on the piston but which are borne by the cylinder head and crank case and through bolts. This is made possible by orienting the output shaft parallel to the cylinders and using the well established principle of gears in a unique way to convert reciprocating motion to rotary motion.

The configuration herein presented is an engine having a plurality of cylinders, open at each end, circumferentially arranged around a crank shaft, each containing two pistons opposed to each other which are suitably linked to a crank shaft to convert reciprocating motion into rotary motion.

This arrangement provides an internal combustion engine which is smooth in operation, compact, light in weight for the power produced and is capable of being manufactured at a relatively low cost.

A further object of the present invention is to provide an internal combustion engine that is suitable without major change for marine, stationary or portable air compressors, generators, pumps, aircraft, automobile, truck, or locomotive installations.

Another object is to provide a novel mechanism for converting the reciprocating movement of the pistons to rotational movement of the shaft of the engine.

Other objects and advantages of this invention will be apparent from the following detailed description of a preferred embodiment thereof as illustrated in the accompanyingdrawings, in which:

FIGURE 1 is a longitudinal, sectional, elevational View of an internal combustion engine constructed in accordance with this invention;

FIGURE 2 is an end view, partly in section, taken along line 2-2 of FIGURE 1;

FIGURE 3 is a cross-sectional view taken in a plane perpendicular to the axis of the shaft of a six-cylinder engine along line 3-3 in FIGURE 1; and

FIGURE 4 is a longitudinal elevational View of another embodiment of an angular crank.

All parts shown and referred to are given the same reference numbers in all the drawings.

In the embodiment of the invention illustrated in the drawings, the engine comprises a casing 10, an engine supporting base 11, a central manifold 69, a crankshaft 12 and a plurality of cylinder units 14, shown in the embodiment as six cylinders 14a, 14b, 14c, 14d, 14e, and 14 arranged around shaft 12 in parallel relation thereto and equally spaced therefrom and in two vertically oriented banks, offset from each other; 14b, 14d, and 14 being in one bank, hereafter designated as the left bank, and units 14a, 14c, and 14e being in the other bank, hereafter designated as the right bank.

Shaft 12 is carried in bearings 16 and 20 in the engine supporting bases 11 and bearing 18 in the central manifold 69 and in bearings 71 and 72 in casing 10. These bearings can be made in any convenient manner and are prevented from rotating and longitudinal movement in a conventional manner not shown.

Shaft 12 has on opposite sides of bearing 15 angular cranks 22 and 24 and on opposite sides of bearing 20 angular cranks 25 and 28 respectively. Angular cranks 22, 24, 26 and 28 have their axes inclined at an angle to the main axis of shaft 12 and have their high portions remote from their corresponding bearing 16 or 2%. A Z-shaped crank arm 74 shown in FIGURE 4 may be used with the present invention.

One end of shaft 12 may be provided with flywheel and various mechanisms such as the distributor, oil pump, water pump, etc., all not shown, may be operated from this end of the shaft.

Mounted on angular cranks 22, 24, 26, and 28 are wobbling elements or drive elements 30, 32, 34, and 36 respectively.

Mounted within each of cylinders 14a, 14b, 14c, 14d, Me, and 14; are pistons 38 and 40. In the embodiment shown and as viewed in FIGURE 1 the pistons at the extreme left end of the left bank of cylinders are connected to wobbling element 30 and the pistons at the right end of the left bank of cylinders are connected to wobbling element 34. The pistons at the extreme right end of the right bank of cylinders are connected to wobbling element 36 and the pistons at the left end of the right bank of pistons are connected to wobbling element 32. Pistons 38 and 40 of each cylinder unit are connected with respective piston rods 44 and 46 by suitable linkages which will permit a latitude of action and is illustratively shown as ball and socket connections 42. Wobble element 36 is connected to piston rods 44 of the left end cylinders of the left bank, by suitable connections 52 which must permit a latitude of motion, such as characteristic of ball and socket joints. In order to compensate for any wear that may occur or necessary adjustment in the connecting linkages illustrated, piston rods 44 are threadedly connected at 53 to the socket connection of ball and socket connection 52 by adjustably interconnecting a piston to its corresponding wobbling element.

The walls of cylinders 14, 14b, 14c, 14a, 14c, 14 are provided with exhaust ports 56 and inlet ports 58 through which the cylinder space 69 receives scavenging air under pressure from annular, central manifold 69. Pistons 40 closest to the central intake manifold uncover or override the inlet ports 58 at the outer ends of their strokes and pistons 38 at the other ends of cylinders 14 uncover or override the exhaust ports 56 at the ends of their strokes.

Scavenging air under suitable pressure is supplied from any suitable source, not shown, to inlet manifold 69 and ports 58 and the action of exhausting and scavenging the cylinder with air as the ports are uncovered in turn by the reciprocating pistons is well known in the art. On the outward stroke of pistons 38 exhaust port 56 is first uncovered and the exhaust gases within each cylinder are permitted to escape. The inlet port 58 is then uncovered;

scavenging air under pressure enters the cylinder from the centrally located annular manifold 6% through port 58 into space 6% between the pistons and out through exhaust port 56, thereby scavenging the cylinder 14 of burnt gases. Exhaust port 56 is closed and a fuel mixture supplied into space 6% in a manner well known in the all.

Suitable ignition mechanisms not shown may be employed and when the engine is used as a gas engine the spark plug d2 may be located as shown in FIGURE 1. If the engine is used as a fuel engine the spark plug 62 may be removed and replaced by a fuel oil spray injecting mechanism as is well known in the art.

Wobbling elements 30, 32, 34, and 36 to which the corresponding pistons are connected are adapted to translate the reciprocating motion of piston rods 44 and 46, respectively, into a rotary motion for the drive shaft 12. For illustration, wobble element will be described in detail and its separate parts indicated by letters. The same letter notation for correspond-ing parts will be used without further description for wobble elements 32, 34, and 36.

Wobble element 3d has a sleeve 3% which is rotatably mounted on angular crank 22. Sleeve 349a is of substantially the same length as crank 22. As best seen in FIG- URES l and 2, radially disposed from the outer peripheral surface of sleeve 3641 are a plurality of outwardly extending arms which articulate with appropriate connecting rods 44 through joints 52 which are capable of the same latitude of motion as ball and socket joints. As shown best in FIGURE 2, wobbling element 30 interconnects three pistons and therefore has three arms 3%. if more or less pistons are connected to wobbling element 3d, then more or less arms are required.

Attached to the end of sleeve 3%, which is adjacent bearing 16, is a beveled gear 30c. Wobbling element 3% is prevented from rotating with revolving shaft 12 and crank 22 by the engaging of this gear with a corresponding gear 3%! attached to the engine supporting base 11. As seen in FIGURES 1 and 2, the teeth, of gears 3th: and 3M successively and in a circular fashion engage each other in response to wobble element 39 being offset from the longitudinal axis shaft 12.

In like manner, gear 32d engages 32c attached to wobhis element 32 and similar interaction occurs between gears 34d and 36d attached to supporting base ill, and respective gears 34c and 360 attached to wobble elements 3:4 and 36, respectively.

In use, these gears immobilize the respective wobbling element so as to prevent its rotation about shaft 12 and simultaneously permits articulating connections 52 on the piston rod ends to travel unhindered in their path.

The assembly thus provided transmits the force of reciprocation of the piston rods 44 and .6 to corresponding wobbling elements 3%., 32, 34, and 36 in a sequence determined by the inclination of these wobbling elements on shaft 12 and these forces are translated into rotary motion of shaft 12 by. the interaction of the pairs of gears. The gears attached to the wobbling elements sequent-iallyengage the gears attached to the engine supporting base in response to the reciprocating movement of the piston rods and as a consequence of the axis of the crank being offset from the axis of the main shaft, a rolling contact is made between the gears or wobbling elements and the gears attached to the supporting base of the engine.

If the angular crank on which the wobbling elements are mounted is Z shaped as shown in FIGURE 4, the configuration traced by connection 52 interconnecting a piston rod and the arm on a wobbling element may be a figure 8 on the surface of the sphere defined by the articulating connections or a portion thereof.

With the present invention, the connection at the piston rod end travels its normal path free of restraint by frame 10 and this avoids creating extraneous stresses in the links which lead to fatigue and hence provides a smoothly operating mechanism which is efficient in use and avoids requiring thicker linkages to provide for these added stresses.

While arms 39!), 32b, 34b and 3eb of wobbling elements 3%, 32, 34, and 36 respectively are shown extending from their respective sleeves intermediate of the ends thereof, it is oftentimes desirable to have them extending radially in the plane of the corresponding gears.

While I have herein illustrated this invention with reference to specific disclosures in the drawings, it is to be understood that these are preferred embodiments and that various changes may be made without departing from the spirit of this invention and that certain features disclosed may be applicable to other types of gas and fuel oil engines. It will be evident from the foregoing description that the engine constructed and arranged as set forth herein will lessen the maximum loadings on the shaft bearings and the maximum stresses on the central portion of the shaft arising -rom forces tending to produce bending movements and torque therein. Also, the reduction of extraneous forces on the transmission of power from the pistons to its corresponding wobbling element results in a larger torque and smoother operation of the engine. It will be understood that this invention is capable of modification and the changes in the construction and the arrangement of various cooperating parts may be made without departing from the spirit or scope of the invention as expressed in the following claims.

What is claimed is:

1. An engine-comprising a rotatable shaft having a central portion with a pair of obliquely inclined spaced apart crank arms disposed at each opposite end of said central portion, the axes of the inner crank arms of each of said pairs of said crank arms being parallel and the axes of the outer crank arms of each of said pairs of crank arms being parallel, a wobbling element mounted on each inclined crank arm, a plurality of cylinders spaced around and parallel to the axis of said shaft, said cylinders being equally divided in two transversely oriented banks, said banks having their transverse axes spaced apart, one of said banks being disposed intermediate of an alternate set of wobbling elements, the other bank being disposed intermediately between the remaining set of wobbling elements, a pair of pistons reciprocating in opposed relation in each cylinder, a piston rod interconnecting a piston and an adjacent wobbling element, gear teeth mounted on facing surfaces of each one of each of said pairs of wobbling elements, said gear teeth being transverse to the axis of its corresponding crank arm and mating gear teeth fixedly mounted between each of said pairs of crank arms and facing corresponding wobbling elements, said last-mentioned gear teeth being transverse to the axis of said shaft and being adapted to engage a portion of said corresponding wobbling element gear teeth.

An engine comprising a shaft having -a rotatable central portion with a pair of obliquely inclined crank arms disposed at each opposite end of said central portion, the axes of the inner crank arms of each of said pairs of said crank arms being parallel and the axes of the outer crank arms of each of said pairs of crank arms being parallel, a wobbling element mounted on each inclined crank arm, a

plurality of cylinders spaced around and parallel to the axis of said shaft, said cylinders being equally divided in two spaced-apart transversely oriented banks, one of said banks being disposed intermediate of alternate wobbling elements, the other bank being disposed intermediately between the remaining wobbling elements, a pair of pistons reciprocating in opposed relation in each cylinder, a piston rod interconnecting a piston and an adjacent wobbling element, and means preventing each of said wobbling elements from rotating.

3. An engine comprising a shaft having a rotatable central portion with a pair of obliquely inclined crank arms disposed at each opposite end of said central portion,

5 6 a Wobbling element mounted on each inclined crank arm, References Cited by the Examiner a plurality of cylinders spaced around and parallel to the UNITED STATES PATENTS axis of said shaft, said cylinders being equally divided in t spaced-apart transversely oriented banks, one of said 135L004 8/15 Canton 74 60 banks being disposed intermediate of alternate wobbling 5 2332105 10/43 Newland 7460 element the other bank being disposed intermediately be- 3301462 11/61 Blazer 74 60 tween the remaining wobbling elements, a pair of pistons FOREIGN PATENTS reciprocating in opposed relation in each cylinder, a piston 705 410 4/41 Germany rod interconnecting a piston and an adjacent WObbling element, and means preventing each of said wobbling e1e 10 BROUGHTON DURHAM Primary Examiner ments from rotating. 

3. AN ENGINE COMPRISING A SHAFT HAVING A ROTATABLE CENTRAL PORTION WITH A PAIR OF OBLIQUELY INCLINED CRANK ARMS DISPOSED AT EACH OPPOSITE END OF SAID CENTRAL PORTION, A WOBBLING ELEMENT MOUNTED ON EACH INCLINED CRANK ARM, A PLURALITY OF CYLINDERS SPACED AROUND AND PARALLEL TO THE AXIS OF SAID SHAFT, SAID CYLINDERS BEING EQUALLY DIVIDED IN TWO SPACED-APART TRANSVERSELY ORIENTED BANKS, ONE OF SAID BANKS BEING DISPOSED INTERMEDIATE OF ALTERNATE WOBBLING ELEMENTS, THE OTHER BANK BEING DISPOSED INTERMEDIATELY BETWEEN THE REMAINING WOBBLING ELEMENTS, A PAIR OF PISTONS RECIPROCATING IN OPPOSED RELATION IN EACH CYLINDER, A PISTON ROD INTERCONNECTING A PISTON AND A ADJACENT WOBBLING ELEMENT, AND MEANS PREVENTING EACH OF SAID WOBBLING ELEMENTS FROM ROTATING. 